JP2013177045A - Steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering device for determining proper steering wheel reaction of reflecting influence of vehicle behavior by correction control of a turning quantity on a turning motor side.SOLUTION: A basic reaction control part 51 of a steering device 501 in a steer-by-wire system 100, calculates basic reaction Hb commanded to a reaction motor 15 based on steering torque Th, a reaction motor rotation angle θh and a rack stroke Xr. A reaction correction part 52 estimates a state of vehicle behavior based on corrected turning torque Tc calculated by a convergence control part 61 being a control means for correcting the vehicle behavior on a turning quantity by "a turning correction means", that is, on a turning motor 16 side, and calculates corrected reaction Hc. A final reaction control part 53 determines the final reaction Hf imparted to a steering wheel 2 by the reaction motor 15 based on the basic reaction Hb and the corrected reaction Hc. Thus, the influence of the vehicle behavior by the correction control of turning torque can be reflected on the steering wheel reaction.

Description

  The present invention relates to a steering apparatus for steering a vehicle.

  Conventionally, there is known a steer-by-wire system in which a steering wheel steered by a driver and a steering device that steers wheels are mechanically separated. For example, a steering device for a steer-by-wire system disclosed in Patent Document 1 includes a reaction force motor that applies a reaction force to a handle and a steering motor that steers wheels according to the steering of the handle. These two actuators are controlled independently.

JP 2003-81111 A

  The device described in Patent Document 1 determines a steering reaction force according to steering torque, current vehicle speed, and estimated road surface disturbance. However, no consideration is given to the correction control for correcting the vehicle behavior on the side of the steering motor in relation to the steering wheel reaction force. Therefore, there is a problem that the influence of the vehicle behavior by the steering amount correction control is not reflected in the steering wheel reaction force.

  The present invention has been made in view of these problems, and an object of the present invention is to provide a steering device that determines an appropriate steering reaction force that reflects the influence of vehicle behavior by the correction control of the turning amount on the turning motor side. It is to be.

The steering device of the present invention includes a reaction force motor, a turning motor, basic reaction force control means, basic turning control means, turning correction means, reaction force correction means, and final reaction force control means.
The reaction force motor applies a reaction force to the steering wheel in response to steering.
The steered motor changes the steered amount of the wheel according to the steering.
The basic reaction force control means calculates a basic reaction force commanded to the reaction force motor.
The basic turning control means calculates a basic turning amount commanded to the turning motor.
The turning correction means calculates a corrected turning amount for correcting the basic turning amount.
The reaction force correction means estimates a vehicle behavior state based on the corrected turning amount calculated by the steering correction means, and calculates a corrected reaction force.
The final reaction force control means determines the final reaction force applied to the handle by the reaction force motor based on the basic reaction force calculated by the basic reaction force control means and the corrected reaction force calculated by the reaction force correction means.

  Thereby, according to the steering device of the present invention, the influence of the vehicle behavior by the steering torque correction control can be reflected in the steering wheel reaction force. In other words, information on changes in vehicle behavior can be transmitted with high accuracy. Therefore, the driver's steering feeling can be improved. In addition, it is possible to reduce the number of man-hours required for creating a steering feeling in an actual vehicle during vehicle production.

Here, it is preferable that the “correction control for correcting the vehicle behavior” executed by the steering correction unit is specifically the following control.
(1) Convergence control for correcting to improve vehicle convergence.
(2) Yaw response control for correcting to improve the vehicle yaw response;
(3) Simultaneous yaw / roll response control for correcting roll vibration while improving vehicle yaw response.
The reaction force correcting means may be provided independently of the basic reaction force control means, or may be configured to be included in the basic reaction force control means.

The steering device of the present invention is preferably applied to a steer-by-wire system. This steer-by-wire system is provided with a steering device, a handle to which a reaction force is applied from the reaction force motor of the steering device according to steering, and mechanically separated from the handle, and is driven by a steering motor of the steering device. And a steering device that steers the wheels.
In general, in the steer-by-wire system, the steering wheel and the steered device are not mechanically connected, so that the reaction force motor and the steered motor are controlled independently in principle. Therefore, the influence of the vehicle behavior by the correction control of the turning amount of the turning motor is reflected in the steering wheel reaction force, so that the turning amount can be effectively associated with the steering wheel reaction force.

1 is a schematic configuration diagram of a steering device according to a first embodiment of the present invention. It is a schematic block diagram of the steering device by 2nd Embodiment of this invention. It is a schematic block diagram of the steering device by 3rd Embodiment of this invention. It is a Bode diagram explaining yaw / roll response simultaneous control of a steering device by a 3rd embodiment of the present invention. It is a schematic block diagram of the steering device by 4th Embodiment of this invention. It is a schematic block diagram of the electric power steering system of a reference form.

Hereinafter, an embodiment in which a steering apparatus according to the present invention is applied to a steer-by-wire system for a vehicle will be described with reference to the drawings.
(First embodiment)
A steering apparatus according to a first embodiment of the present invention will be described with reference to FIG.
As shown in FIG. 1, the steer-by-wire system 100 includes a steering wheel 2, a steering device 7 that is mechanically separated from the steering wheel 2 and steers the wheel 10, and a steering device 501. The steer-by-wire system 100 includes sensors that detect various state quantities. The steering device 501 detects the operation direction and the operation amount of the handle 2 by each sensor, and applies the driving force calculated based on the detection result to the steering device 7, thereby turning the vehicle.

The handle 2 is fixed to one end of the steering shaft 3, and the torque sensor 4 is connected to the other end of the steering shaft 3. The torque sensor 4 detects the steering torque Th by the driver based on the twist angle of the torsion bar.
A reaction force motor 15 that is a part of the steering device 501 is provided on the opposite side of the torque sensor 4 from the handle 2. The reaction force motor 15 gives an appropriate steering feeling to the driver by applying a reaction force to the steering wheel 2 according to the steering of the driver.
The reaction force motor rotation angle sensor 45 detects the reaction force motor rotation angle θh.

  The steered device 7 includes a gear mechanism including a rack and a pinion gear (not shown). When the steering motor 16 that is a part of the steering device 501 rotates, the pinion gear provided on the output shaft rotates, and the rack that meshes with the pinion gear moves to the left and right. Tie rods 8 are attached to both ends of the rack of the steering device 7, and the tie rods 8 reciprocate left and right together with the rack. When the tie rod 8 pulls or pushes the knuckle arm 9 ahead, the direction of the wheel 10 changes. Thus, the steered motor 16 changes the steered amount of the wheel 10 in accordance with the driver's steering. At this time, a load from the road surface 12 is applied to the wheel 10.

The steered motor rotation angle sensor 46 detects the steered motor rotation angle θs of the steered motor 16. The steered motor rotation angle sensor 46 is connected to the steering device 501 via the differentiator 47. The differentiator 47 time-differentiates the turning motor rotation angle θs and outputs the turning motor angular velocity ωs.
The rack stroke sensor 48 detects the rack stroke Xr. Furthermore, the vehicle speed sensor 11 provided at a predetermined part in the vehicle detects the vehicle speed Vd.

  The steering device 501 includes a reaction force motor 15, a steering motor 16, a basic reaction force control unit 51, a reaction force correction unit 52, a final reaction force control unit 53, a basic steering control unit 55, an adder 56, and a convergence control. A portion 61 is provided. Among these, the basic reaction force control unit 51, the reaction force correction unit 52, the final reaction force control unit 53, the basic steering control unit 55, and the convergence control unit 61 are each a “basic reaction force control unit” described in the claims. It corresponds to “force control means”, “reaction force correction means”, “final reaction force control means”, “basic steering control means”, and “steering correction means”. Specifically, these control means are constituted by a microcomputer or the like.

  First, regarding the control on the reaction force motor 15 side, the basic reaction force control unit 51 calculates a basic reaction force Hb commanded to the reaction force motor 15. The basic reaction force Hb is a reaction force based on a basic state quantity, and is called in this way with respect to the final reaction force Hf finally applied to the handle 2. In the present embodiment, the basic reaction force control unit 51 applies the steering torque Th detected by the torque sensor 4, the reaction force motor rotation angle θh detected by the reaction force motor rotation angle sensor 45, and the rack stroke sensor 48. The basic reaction force Hb is calculated based on the detected rack stroke Xr.

The reaction force correction unit 52 estimates a vehicle behavior state based on a corrected turning torque Tc calculated by a convergence control unit 61 described later, and calculates a corrected reaction force Hc. This is a feature of the steering device 501 of the present invention. In the present embodiment, the reaction force correction unit 52 corrects based on the steered motor angular velocity ωs output from the differentiator 47 and the rack stroke Xr detected by the rack stroke sensor 48 in addition to the corrected steered torque Tc. The reaction force Hc is calculated. The reaction force correction unit 52 is composed of an observer, and calculates a reaction force to be corrected according to the estimated value.
The final reaction force control unit 53 is applied to the handle 2 by the reaction force motor 15 based on the basic reaction force Hb calculated by the basic reaction force control unit 51 and the corrected reaction force Hc calculated by the reaction force correction unit 52. The final reaction force Hf is determined.

  On the other hand, regarding the control on the side of the turning motor 16, the basic turning control unit 55 calculates a basic turning torque Tb as a specific example of the “basic turning amount” commanded to the turning motor 16. The basic turning torque Tb is a turning torque based on a basic state quantity. In the present embodiment, the basic steering control unit 55 controls the steering torque Th detected by the torque sensor 4, the vehicle speed Vd detected by the vehicle speed sensor 11, and the rack stroke Xr detected by the rack stroke sensor 48. Based on this, the basic turning amount Tb is calculated.

  The convergence control unit 61 as “steering correction means” calculates a corrected turning torque Tc for correcting the basic turning torque Tb. Here, the corrected turning torque Tc is a specific example of the “corrected turning amount” corresponding to the basic turning torque Tb. In the present embodiment, the convergence control unit 61 performs convergence control based on the steering motor angular speed ωs and the vehicle speed Vd, and calculates a corrected steering torque Tc. Convergence control is a control that corrects the amount of steering so as to improve the convergence of trying to move the vehicle in a straight direction when the driver releases the steering wheel 2. It is a type of control.

The basic turning torque Tb calculated by the basic turning control unit 55 and the corrected turning torque Tc calculated by the convergence control unit 61 are added by the adding unit 56 and output to the turning motor 16.
Further, the corrected turning torque Tc calculated by the convergence control unit 61 is input to the reaction force correction unit 52 on the reaction force motor 15 side as described above, and is used to calculate the correction reaction force Hc.

  Thus, in the steering device 501 of the present embodiment, the basic reaction force control unit 51 calculates the basic reaction force Hb, while the basic turning control unit 55 calculates the basic turning torque Tb. The control on the motor 15 side and the control on the steered motor 16 side are independent. However, when the reaction force correction unit 52 calculates the correction reaction force Hc, the reaction force correction unit 52 calculates the correction reaction force Hc based on the corrected turning torque Tc calculated by the convergence control unit 61. The corrected reaction force Hc is used to calculate the final reaction force Hf in the final reaction force control unit 53.

  Thereby, the influence of the vehicle behavior by the steering torque correction control can be reflected in the steering wheel reaction force. In other words, information on changes in vehicle behavior can be transmitted with high accuracy. Therefore, the driver's steering feeling can be improved. In addition, it is possible to reduce the number of man-hours required for creating a steering feeling in an actual vehicle during vehicle production.

(Second Embodiment)
A steering apparatus according to a second embodiment of the present invention will be described with reference to FIG. In the following description of the embodiment, the same reference numerals are given to substantially the same components as those of the above-described embodiment, and the description thereof is omitted.

As shown in FIG. 2, the steering device 502 of the second embodiment differs from the steering device 501 of the first embodiment in that the “steering correction means” is a yaw response control unit 62. The yaw response control unit 62 executes yaw response control based on the steering torque Th, the turning motor angular speed ωs, and the vehicle speed Vd, and calculates a corrected turning torque Tc. The yaw response control is a control for correcting the steering amount so as to improve the yaw response of the vehicle that responds to the steering, that is, the turning response when the driver turns the steering wheel. Another type.
In the second embodiment, the same effect as in the first embodiment can be obtained.

(Third embodiment)
A steering apparatus according to a third embodiment of the present invention will be described with reference to FIGS.
As shown in FIG. 3, in the steering device 503 of the third embodiment, the “steering correction means” is the yaw / roll response simultaneous control unit 63 compared to the steering devices 501 and 502 of the first and second embodiments. The point is different. Further, in order to provide the road load Lg signal to the yaw / roll response simultaneous control unit 63, a road load estimator 64 and a previous value holding unit 65 are provided.

The previous value holding unit 65 receives the turning torque Ts output from the adding unit 56, and sets the value of the input turning torque Ts as the turning torque previous value Tsp until a new turning torque Ts is input. Hold.
The road surface load estimator 64 estimates the load from the road surface 12 based on the steering torque Th, the turning motor angular velocity ωs, and the previous turning torque value Tsp held in the previous value holding unit 65, and the estimated road surface. A signal of the load Lg is output.

The yaw / roll response simultaneous control unit 63 executes the yaw / roll response simultaneous control based on the steering torque Th, the vehicle speed Vd, and the road surface load Lg estimated by the road surface load estimator 64, and calculates the corrected turning torque Tc. calculate. The yaw / roll response simultaneous control is a control for correcting the steered amount so as to suppress the roll vibration while improving the vehicle yaw response, and is another type of “control for correcting the vehicle behavior”.
In the third embodiment, the same effect as in the first and second embodiments can be obtained.

Hereinafter, the yaw / roll response simultaneous control will be described in detail. This control technique is a technique jointly developed by a plurality of engineers including the inventors of the present invention.
Conventionally, when trying to suppress the roll vibration that occurs during turning of the vehicle, the yaw response and the roll response in the Bode diagram showing the gain characteristics of the yaw response and the roll response have almost the same frequency band. And the roll response interfere with each other, making it difficult to control them separately. Therefore, when roll vibration is suppressed, the yaw response is reduced accordingly.

Next, the newly developed technique for simultaneous yaw / roll response control will be described in detail with reference to FIG. FIG. 4 is a Bode diagram showing the frequency characteristics of the entire steering system and the yaw / roll response simultaneous control unit 63. The horizontal axis shows the frequency, and the vertical axis shows the yaw rate and roll rate, that is, the gain. Note that the values of frequency and gain are merely examples in the present embodiment.
Regarding the entire steering system, the solid line L3 indicates the gain characteristic of the yaw response, and the solid line L4 indicates the gain characteristic of the roll response. Regarding the yaw / roll response simultaneous control unit 63, the broken line L1 indicates the gain characteristic of the yaw response with respect to the steering torque, and the broken line L2 indicates the gain characteristic of the roll response with respect to the road load. Here, the steering torque corresponds to a specific example of “a signal reflecting the operation of the steering wheel”, and the road load corresponds to a specific example of “a signal reflecting the behavior of the vehicle”.

  As indicated by the broken line L1, the yaw response gain characteristic with respect to the steering torque in the yaw / roll response simultaneous control unit 63 is set to have the shape of a primary filter. Specifically, the gain is constant at −10 dB in a region where the frequency is 1 Hz or less. In the frequency range of 1 Hz to 3 Hz, the gain gradually decreases as the frequency increases, and when the frequency is 3 Hz, the gain is about −40 dB. Here, the frequency of 1 Hz is set as the first set frequency f1.

  On the other hand, as indicated by a broken line L2, the gain characteristic of the roll response to the road load in the yaw / roll response simultaneous control unit 63 is set to have a differential characteristic. Specifically, in the frequency range of 0.7 Hz to 3 Hz, the gain gradually increases from about −40 dB as the frequency increases, and when the frequency is 3 Hz, the gain becomes about −15 dB. In the frequency range of 3 Hz to 8 Hz, the gain gradually decreases as the frequency increases, and when the frequency is 8 Hz, the gain is about −40 dB. Here, the frequency of 3 Hz is set as the second set frequency f2. A region between the first set frequency f1 and the second set frequency f2 is defined as a frequency band fz3.

When the yaw response is controlled by the yaw / roll response simultaneous control unit 63 having the above frequency characteristics, a constant gain characteristic can be obtained by controlling in the frequency region below the first set frequency f1. Further, when controlling the roll response, the gain characteristic in which the roll rate gradually increases while the yaw rate gradually decreases as the frequency increases can be obtained by controlling in the frequency band fz3. Therefore, the roll response can be controlled in a state where interference with the yaw response is suppressed.
Thus, by separating the frequency region for controlling the yaw response and the frequency region for controlling the roll response, roll vibration can be suppressed without reducing the yaw response.

By the way, this yaw / roll response simultaneous control can be applied to the control of the assist compensation amount in the EPS, that is, the electric power steering system. An electric power steering system to which simultaneous yaw / roll response control is applied will be briefly described with reference to FIG. 6 as a reference form.
As shown in FIG. 6, unlike the steer-by-wire system 100, the electric power steering system 1 is mechanically connected to the steering device 7 via the intermediate shaft 5 on the shaft opposite to the handle 2 of the torque sensor 4. ing.

  The electric power steering system 1 assists the steering force of the steering wheel 2 by the driver by the EPS motor 6, and the rotation of the EPS motor 6 is transmitted to the intermediate shaft 5. Thereby, the steering force by which the driver turns the steering wheel 2 and the assist steering force by the EPS motor 6 are transmitted to the steering device 7 through the rotation of the intermediate shaft 5. On the contrary, the reaction force from the road surface 12 is transmitted from the steering device 7 to the EPS motor 6 through the rotation of the intermediate shaft 5.

  The EPS ECU 20 assists steering based on the steering torque Th detected by the torque sensor 4, the vehicle speed Vd detected by the vehicle speed sensor 11, and the rotation angle θm of the EPS motor 6 detected by the motor rotation angle sensor. Calculate force. Then, the driving force of the EPS motor 6 is controlled according to the calculation result, thereby assisting the steering force by the driver.

Specifically, the EPS ECU 20 includes a basic assist amount calculation unit 21, an assist compensation amount calculation unit 22, an addition unit 23, and a motor drive circuit 24.
The basic assist amount calculation unit 21 calculates a basic assist amount based on the steering torque Th detected by the torque sensor 4 and the vehicle speed Vd detected by the vehicle speed sensor 11. The assist compensation amount calculation unit 22 calculates a correction assist amount for correcting the basic assist amount. The adding unit 23 calculates an assist command value by adding the basic assist amount and the assist compensation amount. The motor drive circuit 24 drives the EPS motor 6 based on the assist command value.

The assist compensation amount calculation unit 22 includes a correction assist amount calculation unit 31, a previous value holding unit 33, a road surface reaction force estimation unit 34, and the like.
The correction assist amount calculation unit 31 calculates the correction assist amount based on the steering torque Th detected by the torque sensor 4 and the road surface reaction force estimated by the road surface reaction force estimation unit 34. Here, the correction assist amount calculation unit 31 performs the yaw / roll response simultaneous control. That is, the correction assist amount calculation unit 31 controls the yaw response using the steering torque Tn as an input signal and controls the roll response using the road surface reaction force as an input signal.

The previous value holding unit 33 holds the assist command value output from the adding unit 23 as the assist amount previous value Tap. The road surface reaction force estimation unit 34 is held by the steering torque Th detected by the torque sensor 4, the rotational angular velocity ωm of the EPS motor 6 calculated by the motor angular velocity calculation unit 32, and the previous value holding unit 33. The road surface reaction force is estimated based on the previous assist amount value Tap, and is output to the correction assist amount calculation unit 31.
The correction assist amount output from the correction assist amount calculation unit 31 is multiplied by the vehicle speed gain output from the vehicle speed gain calculation unit 35 by the multiplication unit 36 and output as an assist compensation amount.

  As described above, the electric power steering system 1 of the reference embodiment calculates the correction assist amount while executing the yaw / roll response simultaneous control in the correction assist amount calculation unit 31 of the assist compensation amount calculation unit 22, so that the yaw response It is possible to suppress roll vibration without lowering.

(Fourth embodiment)
A steering apparatus according to a fourth embodiment of the present invention will be described with reference to FIG.
As shown in FIG. 5, in the steering device 504 of the fourth embodiment, the reaction force correction unit 52 is not provided independently of the basic reaction force control unit 51 unlike the steering device 503 of the third embodiment. The reaction force correction unit is configured to be included in the basic reaction force control unit 54. The basic reaction force controller 54 receives signals of the steering torque Th, the reaction force motor rotation angle θh, the turning motor angular velocity ωs, the rack stroke Xr, and the correction turning torque Tc, and the basic reaction force Hb and the correction reaction force Hc. Is output to the final reaction force control unit 53. Even with this configuration, the same effects as those of the third embodiment can be obtained.
Similarly, in the first and second embodiments, the reaction force correction unit may be included in the basic reaction force control unit.

(Other embodiments)
As mentioned above, this invention is not limited to such embodiment, In the range which does not deviate from the meaning of invention, it can implement with a various form.
For example, the state quantities used or output by the control means of the steering device are not limited to those shown in the above embodiment, and may be configured as follows.
(A) The “basic turning amount” calculated by the basic turning control unit 55 and the “corrected turning amount” calculated by the convergence control unit 61, which is the “steering correction means” of each embodiment, Instead of “basic turning torque Tb and corrected turning torque Tc”, “steering angle and corrected turning angle” may be used.
(A) The basic reaction force control unit 51 and the reaction force correction unit 52 of the first to third embodiments, the basic reaction force control unit 54 of the fourth embodiment, and the basic turning control unit 55 common to the embodiments are input. Instead of the “rack stroke Xr”, a signal such as “rack thrust” may be used as a signal reflecting the vehicle behavior.

(C) The reaction force correction unit 52 of the first to third embodiments, the basic reaction force control unit 54 of the fourth embodiment, the convergence control unit 61 of the first embodiment, and the yaw response control unit 62 of the second embodiment. Instead of “steering motor angular velocity ωs” input to the road surface load estimator 64 of the third and fourth embodiments, “output of the basic steering control unit 55 as a signal reflecting the steering state of the wheel 10”. May be used.
(D) Input to the basic reaction force control unit 51 and the reaction force correction unit 52 of the first to third embodiments, the basic reaction force control unit 54 of the fourth embodiment, the basic turning control unit 55 common to the embodiments, and the like. Instead of the “steering torque Th”, a signal such as “steering wheel rotation angle” may be used as a signal reflecting the operation of the steering wheel 2.

  Further, the correction control executed by the “steering correction means” may be “control for correcting vehicle behavior” other than the convergence control, yaw response control, and yaw / roll response simultaneous control of the above embodiment, These two or more controls may be appropriately combined.

Moreover, since the steering device of the present invention can be applied to a system in which the reaction force motor 15 and the steered motor 16 are independently controlled, the steer-by-wire system is almost the target. That is, it cannot be applied in principle to a general electric power steering system in which a steering wheel and a steering device are mechanically coupled.
However, the steering device according to the present invention can be applied exceptionally as long as the steering system and the steering device are mechanically connected to each other but can be separated by a switching operation or the like. Therefore, the application target of the steering device of the present invention is not limited to the steer-by-wire system.

2 ... handle, 10 ... wheel,
15 ... Reaction force motor, 16 ... Steering motor,
501 to 504 ... Steering device 51 ... Basic reaction force control unit (basic reaction force control means),
52... Reaction force correction unit (reaction force correction means)
53 ... Final reaction force control section (final reaction force control means),
55... Basic turning control unit (basic turning control means),
61 ... Convergence controller (steering correction means),
62 ... Yaw response control unit (steering correction means),
63 ・ ・ ・ Yaw / roll response simultaneous control section (steering correction means),
Tb: Basic turning torque (basic turning amount),
Tc: Corrected turning torque (corrected turning amount),
Hb: Basic reaction force, Hc: Correction reaction force, Hf: Final reaction force.

Claims (6)

A reaction force motor (15) that applies a reaction force to the handle (2) in response to steering;
A steered motor (16) that changes the steered amount of the wheel (10) according to steering;
Basic reaction force control means (51) for calculating a basic reaction force (Hb) commanded to the reaction force motor;
Basic turning control means (55) for calculating a basic turning amount (Tb) to be commanded to the turning motor;
Steering correction means (61, 62, 63) for calculating a corrected turning amount (Tc) for correcting the basic turning amount;
A reaction force correction means (52) for estimating a vehicle behavior state based on the corrected turning amount calculated by the turning correction means, and calculating a corrected reaction force (Hc);
Based on the basic reaction force calculated by the basic reaction force control means and the corrected reaction force calculated by the reaction force correction means, a final reaction force (Hf) that the reaction force motor applies to the handle is determined. Reaction force control means (53);
A steering apparatus (501, 502, 503, 504) comprising:   The steering apparatus (501) according to claim 1, wherein the steering correction means (61) executes a convergence control for correcting the vehicle to improve the vehicle convergence.   The steering apparatus (502) according to claim 1, wherein the steering correction means (62) executes a yaw response control for correcting the vehicle yaw response so as to improve the vehicle yaw response.   The steering device (503) according to claim 1, characterized in that the steering correction means (63) performs simultaneous yaw / roll response control for correcting the vehicle yaw response so as to suppress roll vibration. 504).   The steering apparatus (504) according to any one of claims 1 to 4, wherein the reaction force correcting means is configured to be included in the basic reaction force control means (54). The steering apparatus according to any one of claims 1 to 5,
A handle capable of applying a reaction force from the reaction force motor of the steering device in response to steering;
A steering device (7) provided mechanically separated from the steering wheel and driven by the steering motor of the steering device to steer wheels;
A steer-by-wire system (100) comprising:

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